Intermediate segment: “Require 10600 ft. for cold temperature operations until BEEAR”,

Missed Approach segment: “Require final holding altitude, 10600 ft. on missed approach for cold temperature operations”

Pilots cleared by ATC for an instrument approach procedure; “Cleared the RNAV RWY 28 approach (from any IAF)”. Hayden, CO (example below).

Intermediate Segment: “Level 10600 ft for cold temperature operations inside HIPNA to BEEAR”

Pilots are not required to advise ATC if correcting on the final segment only. Pilots must use the corrected MDA or DA/DH as the minimum for an approach. Pilots must meet the requirements in 14 CFR Part 91.175 in order to operate below the corrected MDA or DA/DH. Pilots must see and avoid obstacles when descending below the MDA. The temperature restriction at a “Cold Temperature Restricted Airport” is mutually exclusive from the charted temperature restriction published for “uncompensated baro-VNAV systems” on 14 CFR Part 97 RNAV (GPS) and RNAV (RNP) approach charts. The charted temperature restriction for uncompensated baro-VNAV systems is applicable to the final segment LNAV/VNAV minima. The charted temperature restriction must be followed regardless of the cold temperature restricted airport temperature.

Pilots are not required to calculate a cold temperature altitude correction at any airport with a runway length of 2,500 feet or greater that is not included in the airports list found at the URL above. Pilots operating into an airport with a runway length less than 2,500 feet, may make a cold temperature altitude correction in cold temperature conditions.

Cold Temperature Restricted Airports: These airports are listed in the FAA Notices To Airmen Publication (NTAP) found here: [https://www.faa.gov/air_traffic/publications/](https://www.faa.gov/air_traffic/publications/notices/) notices/. ([source link](https://www.faa.gov/air_traffic/publications/notices/))

Airports are listed by ICAO code, Airport Name, Temperature Restriction in Celsius/Fahrenheit and affected Segment. One temperature may apply to multiple segments. Italicized airports have two affected segments, each with a different temperature restrictions. The warmest temperature will be indicated on Airport IAPs next to a snowflake symbol, in the United States Terminal Procedure Publication. The ICON will be added to the TPPs incrementally each charting cycle.

There are some RNAV procedures with lower non-precision LNAV minimums [Figure 4-17] than vertically-guided LNAV/VNAV minimums. Circling procedures found on the same approach chart may also have lower minimums than the vertically-guided LNAV/VNAV procedure. Each RNAV procedure is evaluated independently and different approach segments have differing required obstacle clearance (ROC) values, obstacle evaluation area (OEA) dimensions and final segment types. Figure 4-18 explains the differences.

Another important piece of a thorough approach briefing is the discussion of the airport and runway environment. A detailed examination of the runway length (this must include the A/FD section of the CS for the landing distance available), the intended turnoff taxiway, and the route of taxi to the parking area, are all important briefing items. In addition, runway conditions should be discussed. The effect on the aircraft’s performance must be considered if the runway is contaminated.

FAA approach charts include a runway sketch on each approach chart to make important airport information easily accessible to pilots. In addition, at airports that have complex runway/taxiway configurations, a separate full-page airport diagram is published.

The airport diagram also includes the latitude/longitude information required for initial programming of FMS equipment. The included latitude/longitude grid shows the specific location of each parking area on the airport surface for use in initializing FMS. Figure 4-19 shows the airport sketch and diagram for Chicago-O’Hare International Airport (KORD).

Pilots making approaches to airports that have this type of complex runway and taxiway configuration must ensure that they are familiar with the airport diagram prior to initiating an instrument approach. A combination of poor weather, high traffic volume, and high ground controller workload makes the pilot’s job on the ground every bit as critical as the one just performed in the air.

A thorough instrument approach briefing greatly increases the likelihood of a successful instrument approach. Most Part 121, 125, and 135 operators designate specific items to be included in an IAP briefing, as well as the order in which those items are briefed.

Before an IAP briefing can begin, flight crews must decide which procedure is most likely to be flown from the information that is available to them. Most often, when the flight is being conducted into an airport that has ATIS information, the ATIS provides the pilots with the approaches that are in use. If more than one approach is in use, the flight crew may have to make an educated guess as to which approach will be issued to them based on the weather, direction of their arrival into the area, any published airport NOTAMs, and previous contact with the approach control facility. Aircrews can query ATC as to which approach is to be expected from the controller. Pilots may request specific approaches to meet the individual needs of their equipment or regulatory restrictions at any time and ATC will, in most cases, be able to accommodate those requests, providing that workload and traffic permit.

If the flight is operating into an airport without a control tower, the flight crew is occasionally given the choice of any available instrument approach at the field. In these cases, the flight crew must choose an appropriate approach based on the expected weather, aircraft performance, direction of arrival, airport NOTAMs, and previous experience at the airport.